Carbureter for internal-combustion engines.



A. WEILAND. I CARBURETER FOR INTERNAL coMBusrloN ENGINES.

APPLICATION FILED MAR. 6,1911.

Patented Ang. 27, 1918;

'vl/tor,

5 SHEETSSHEET 4.

Patented Ang. 27, 1918;

A. WEILAND. CARBUHETER vFON INTERNAL COMBUSTION ENGINES.

APPLCATlN FILED MAR F ISI? N a 4 a N,

A. WEILAND. CARBURETER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR. H1917.

srarns PATENT OFFICE.

ALFRED WEILAND, IPHILADZELIHIA.,YPENNSYLVANIA.

CARBURETER FOR INTEBNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Aug. 27, 191s.

Application led vMerch 6, 1917. Serial No. 152,528.

To all whom t may concern:

Be it known that l, ALFRED Wmmnn, a citizen of the United States, residingV at Philadelphia, in the county of Philadelphia and State of fennsylvania,have invented a certain new and useful Improvement in Car bureters for lnternal-Combustion Engines,

' of which the following is a specification.

portioning the liquid fuel and air so that irrespectlve of running conditions the ino tor receives a proper and eiiicient mixture for the required condition. It. is an object therefore toprovide means for automatically supplying a mixture rich inliquid fuel under starting vor slow speed conditions and which mixture can be automatically varied or controlled in such a manner that under high speed conditions, for example, or conditions of relatively light load, the liquid fuel will be automatically starved. or out down'while the quantity of 4air in the mi ture is proportionately increased.

A further object of the 4invention is to provide a carburetor havimgy a main liquid. fuel reservoir which automatically refills from time to time from an auxiliary reservoir and this latter reservoir being subjected to pressure conditions existing in the motor intake and adapted to replenish itself automatically while the main reservoir is feeding the motor.

It is aV further object of the invention to provide an auxiliary reservoir for replenlshng the main fuel reservoir and subjecting said auxiliary reservoir to vacuum conditions which are maintained 'substantially constant irrespective of the position of the throttle valve or variations in thepressure conditions in the motor intake Vwhile the motor is in operation.

For the purpose of illustrating my invenf tion, l have shown ln the accompanylng.

drawings one form thereof which is at presA ent preferred by me slncethc salue has heen 4found in practice to give satisfactory and Ver i un.

reliable results,l although it is to he under stood that the variousinstruxnentalitics of which my invention consists can tie-,variously arranged, and organized and that my invention is not limited to the precise arrangegements and organization ofthe instrumen talities as herein shown and described.

Referring to the drawings:

Figure l represents a Vlplan of a carbureter' embodying my invention.

Fig. 2 represents a section on line 2-2 of Fig.' l.

Fig. 3 represents a section on line 3 3 of Fig. 2.

Fig. 4 represents a plan of a modified form ot' 'the invention.

Fig. 5 represents Fig'.

Fig. (3 represents a section on line of a section on line GMSl of Fig. 4.

Jig. 7 represents a section on line 7--7 of lig. 8 represents F 1g. 5. Y

Fig. 9 represents a plan of another modification of the invention.

a section on line 8-8 of Fig. l0 represents a. Section on line 10-10 of Fig. 9.

Fig'. 11 represents a section on line ,1l- 11 of Fig. 9.

Fig. 12 represents .a section on line 12-12 of Fig. 9. V

'l designates the casing of the carbureter' vrhich is provided with a removable cover i or top 2 by means of which access is hadto the interior of the carbureter for purposes ot' repair or otherwise, as Will 'be understood. In the present instance, the casing l is so 'constructed as vto form a carbureting chamber 3 amain fuel reservoir 4, a supplemental or storii'ig reservoir 5 and an auxiliary reservoir G, the latter havin direct connection and. communication with a source of low level liquid lsu ply (not shown) by way of the pipe 7. he carburetingr chamber 3 communicates with the atmosphere through the main air inlet passage 8 and discharges into thc motor. intake by way of the outlet 9 and this outlet por-' tion is of course subject to the pressure contlilions existing in the aforesaid motor` inta i here shown the carburetor nozzle or thc mixture jet isformed in appart of the throttle valve controlling means and is located substantially transversely of the chamber 3 so that when thethrottle is open, the air enter-inf by Wa of the passage 8 Vand rtraversing t e cham er 3 is divided and ois passes to opposite sides of the nozzle structure. Referring to Fig. 2, 10 designates the throttle valve which is suitably shaped and-located to cut olf the carbureting cham-- ber 3 from the motor intake as desired and in the present instance this valve is formed with a central sleeve 11 which is fixed to the tubular stem 12 of the throttle valve operating n'ieans. Thus the stem 12 hasI a bearing in the carburetor casing 1 and terminates in an enlarged head 13 which seats upon the casing top and carries the throttle operating lever 14 b which the parts are vmoved as required. s here shown the head 13 forms a 15 chamber 15 the otherwise open end of which is closed by a cap 1G provided with a plurality of air inlet openings 17 for a purpose presently to be described. The stem 12 is further provided with an intermediate body portion 18 which Serves as a guide-bearing for the tubular plunger 19 and also provides the circumferential extension 20 which is arranged concentrically of the plunger 19 and terminates at -a point substantially be low the normal liquid fuel level, In this connection, it'will be noted that a plurality of openings 21 are provided in the said eX- tension at substantially the normal level line of the liquid fuel in main fuel reservoir 80 4 and A'serve to permit air to escape from the interior of said extension and carry liquid fuel to the jet outlets 22. These outlets 22 are formed respectively at opposite sides o f the throttle valve 10 and communicate with 55 the space 23 between the extension 2O and the sleeve plug 24 which is threaded into the casing vl in alinement With the stem 12 and in fact is adapted to telescope with the end `portion of this stem to form the aforesaid 4u space 23. The body portion of the plug 24 forms a jet reservoir 25 which is supplied with'fuel from the main reservoir 4 by way of the passage 26 which has communication 'with the inlet27 in the plug 24.

28 designates a needle valve for controlling the supply of liquid fuel to the mixture nozzleand in the present instance this valve is connected to the lower end of the tubular plunger 1,19., so that as the said plunger bo'moves' in one direction or the other, the ,valve 28vis correspondinglyl shifted. Under normal conditions the valve 28 is open but is under the control of pressure conditions in the motorvintake acting in opposition to a 66 coiled spring 29 which bears against, a fixed part of Lthe stem 12 at one end and against the movable piston 30 at the opposite end. The piston 30 in the present instance is mounted for.` free slidin 60 the vchamber 15. Thus t e 4 of the springI 29- is to raise the piston 30, 'plunger 19 andl valve 28 to maintain the fuel inlet fully o'pen while a reduction in presv sure beneath the plunger'BO, or rather within 0 6 the stem l2, below A.a definite pressure causes movement within normal tendency the spring to be overcome and the valve 2t to be partially closed. lt will be noted that a. port 3l is provided to form a eonmnmica.- tion between the interior of the siem l2 and the motor intake While a similar port 32 provides for the [message of air frenar-he in terior of the plunger 19 to the `iet chamber 25. This port 32 is preferably below the normal liquid level or at least the level. under starting and slow speed conditions so that it the air drawn through is relatively saturated. with liquid fuel.

Referring now to the main reservoirI for liquid fuel, 33 designates an. air venftlsuitably formed in the casing 1 and communicating with the said reservoir above the .noi liquid .level 'whereby the liquid fuel. i. plied by gravity action to the jet as will be understood. 34 designates an out-let lead c from the storing reservoir 5 to the r reservoir 4 and having its mouth nor below the fuel level, so that the out t liquid sealed and the liquid from the ster-A iug reservoir 5 gradually replaces the liq` uid used from the main reservoir 4 through the actionl of the air bubbling or rising through the liquid sealed outlet 35 designates the outlet from the auxiliary chamber 6 to the storing reservoir 5, this outlet, in the present instance, termi nating well within the chamber 5 and having its mouth normally sealed by the stored liduid fuel. A valve 86 is arranged to control the opening and closing of the outlet and for this purpose is provided with recip rocable stem 37 which is conncted'to a lever 38 which carries a float 39 anddias its fulcrurn 40 intermediate the two points of con-- uection` so that when the float ri the valve stem 37 is lowered and vice versa. The aux iliary chamber 6 is adapted to be subjected to the pressure conditions in the' mot-or intake and to that end the casing wall is provided withvan' opening 41, the opening and closing of which is controlled by the '11a movement of the stem 12, and as here shown the said stem is annularly grooved asishown at42 to form a passage or connecting een! duit with a port 43 which` oor'nmunicates by way of the channelv44 with the motor intake. Thus in one position'of the throttle, the groove 42 will provide a full size communicating passage between the ports 41 and 43 and in another position of the throttle this communicating passage will be reduced in Til Sli'

les

area to a proportionate extent both with the end in view of maintaining a substantially constant vacuum Within the chamber 6.

In Figs` 4 to 8 inclusive, I have illustrated a modified form ofthe carbureter in which there in a plurality of liquid fuel chambers of the type shown in Fig. 2, one set of such chambers bein arranged at one side of the carbureter an the other set at the opposite side and the constructionaffording means said exhausted chamber is automatically be 'inrep'lenished eferring to Figs. 5 and S, 45 designates the carburetor casing which longitudinally Sub-divided by a partition 46 or the like into two auxiliary chambers 47 and 48 which have communication respectively by Way of the outlets 4 9 and 50 with a main reservoir chamber 51. which supplies the fuel jet through the port 52. In. view ot the 'tact that the jet structure as well, as certain of its adjunets are similar in constructifm to the construction described in connection with Fig. 2, `it is deemed unnecessary to lune give a. repetition of its details and therefore the essentialparts necessary to an under# standing of the operation. ci the n'iodiiied form of the carburetor will he given in same reference numerals as applied to Fig. 2. In connection with the regulation oit the vacuum conditions in the 'chambers 47 and 48, it will be noted that each is provided with a ort 52 and 53` res iecti vel ouenin P against the stem 12 of the throttle sleeve and so positioned as to aline with a grooved and beveled notch 5 4 formed in the stem l2 so that one or the other ot the said ports may be brought into communication with the port leading to the channel 56 which has connnuuiration with the motor intake.

57 and 58 designate, respectively. lioat members located in the chan'ibers LIIT and 48 and respectively connected by the pivoted ,levers and 6() and valve stems ol and 62 with the valves 63 and 64 which control the outlets 49 and 50 from the respective auxiliary chambers 47 and 48. The valve stem (51 is provided with a shoulder part which serves asf a support for a loosely mounted valve 65 which has sul'licient clearance with respect Vto the lever 5i) as to open the inlet channel 66 for the liquid fuel and Which` channel communicates with the low level liquid supply. A similar valve member 67 4is carried by the stem 62; and operates in a similar manner to control the liquid fuel inlet folf'tbe'chamber 48, as will bc understood.

68 designates a lever pivotally mounted within the main reservoir 51 and having ,its ends respectively in contact with the valves 63 and G4 so thatniovement of either under actuation of the col-respondngir float will causeor permit thc other valve to move in the oppositedirection, thus making positive provision for closing one of the outlet valves when conditions make it necessary for the other to he open. The main fuel reservoir 5l is subject at all times to atmospheric pressure through the air vent G9 Which is suitably formed in the casing and terminates above the normal l iquid..levcl in the said reservoir 5l.

Referring now to the modification shown in Figs. 9 to l2 inclusive, the general con struction of the carburetor is substantially the same as that heretofore described but the valve structure for controlling the feeding oil:l fuel to the main reservoir is somewhat modified as well as the control of the communication of each auxiliary reservoir vwith the motor intake or suction producingh means. In viewof these :hanges or modiications, the reference characters will be applied asbeforc to like parte described and those parts which are varied from the pre vious construction will be given vnew refer-- ence numerals.

Referring lirst to the means for subjecting the respective chambers l? and 481.0 the pressure conditions existing in the motor irl-- faire and the automatic coi'itrol 'for this means, the description will be made with reference to but one of the chambers and its adjuncts, since the parts are identical in both and therefore the corresponding' elements vwill be similarly numbered for convenience. 7() designates a conduit leading through a suital'ile web of the casing from the port 7l which opens against the stem 12 of' the throttle structure and terminates at its opp n te lid in a two-Way port 72, one brauch of which. leads to the chamber 47 and the. other branch to the chamber 48. .Each outlet branch from the port 72 is controlled by loosely mounted valve 73 which, exlemls 'through the wall of the casing and into the path ot' movement of the valve stem (il which latter, as previously explained, is under the control of the float 57 and also carries the valve (i3 which opens and closes the outlet to the reservoir 51. 74 designates a port t'or establishing comnumication between the main reservoir 5l and the atmosu pliere and the outlet of this port is preferably arranged in close proximity to the valve G3 and at substantially the normal liquid level in 'he reservoir 51 with the resuit that while the outlet 4 9 may be normally liquid sealed, any lowering of the level with the valve 63 openfallows air to bubble through into the auxiliary *chamber and displace a. certain amount of fuel which used to replenish the main reservoir. The refilling of the auxiliary reservoir 47 is-ac complishcd by providing a conduit 75 which in this instance is really a branch from the main liquid 't'ucl conduit 7G which has cornmunication with a low level liquid fuel supply. i\ check valve 77 is suitably mounted to control the outlet to the chamber 47 and since the valve 77 opens inwardly, I have forced out of its position by the incoming path of its movement so that il muy not he eniployed u, suitable stop 78 located in the liquid fuel.

In coni'icction with the conti-ol ol` llic .sue` tion within the auxiliary cl'nnnliers or roceptacles 47 and 48, it will he noted that l have provided a ci.l' ,:i'imfere1itiul gror'ivo itl about the stem l2 which groove normally permits.a minimum imssuge or cozi'imunicu` tion between euch of the auxiliary receptacles and the motor intake and since the stem is also formed with u bevel notch 80, it will he evident that rotary movement of the throttlevalve stein will cause a veria tion in the volume of nir or gus drawn through the aforesed passage. Thi` pro- .vision of the 'vulves 73 for controlling the respective suction channels 72 secures5 through the cooperation oi the lloats;q un ulternate operation of the two auxiliary re-- ceptacles7 that is. when one of the auxiliary receptacles full und either feeding the 11min reservoir or heilig held in reserve. its float Will he in such a position that its valve 73 will practically out olf communication with the suction from the motor inta-ke, While the opposite valve open because the float level in the opposite chamber has been lowered through use and consequently the suction o'r vacuum produced is utilized to draw in a new supply of liquid fuel by way of the valve 77. By reference to Fig.

11, it Willhe apparent that the two valves in accordance withV pressure variations in' 63 and 64: are arranged heretofore described to contee-t with the lever (i8 for the purpose already explained.`

The general operation of the several. forms of my invention is the same, since the complete unitary device acts as a means for feeding a aseous mixture to motor, controllingr an proportioning the mixture the motor intake and also providin a means for continuollsl) supplying liqui fuel' in regulated quantlties as required.' Referring first to the throttle structure and 'its adjuncts, it will be noted that the throttle valve is substantially of hollow or tubular construction'at its central portion and with in which the parts are so arranged and coordinated as to form not only the main fuel jet ofthe carburetor but also an auxiliary reservoir embodying air and fuel supply-to form an auxiliary )et which is particularly advantageous .for starting or 'slow speed conditions. Assuming these latter conditions to exist and the throttle to be in-its.

closed position, the fuel assumes a level in the chamber 25 substantially'co-iucident' with the two ports 21 and since at'this time also but one of the outlets 22 is directly sub ject to the suction of 'the motor Aintake the other outlet 22 becomes an inlet for air from 65' the main air opening -8. lThus under a 'is lli-:lun through theI ports l?, und passes hv waxy ol the ports. 52 beneath the level of the Huid und ljiuhlelcs its wily to the outlet 22 :so limit. the resultingl combined mix 'lure is n suluratell l'nixturc Well adopted for the l'erni-ii'cuients oi starting or slow speed work. l'lnllor ruiming conditions of the .nutor` the throttle jet becomes less of an :i-ixiliary or primingr device since it is then lruiwfornied vinto the main fuell jet and With the tln'ottle open. the suction is generally enfin-lent to pi ically empty the chul'nhcr ot any surnus liq'i if vl'uel and the carf directly upon the supply. In the he. ,Xrovided au autou 'n adjunct oi the throttle vites to move the needouce with pressure molor intake and the operntio adjunct will he understood by reference to the spring pressed plunger 19 which is normally held in such a position as to lift. the valve 28 from its seat and provide a vfull opening for the liquid fuel. As suction develops in the motor ini take under rimning conditions, ,theport 3l provides a communication by Avvhiiclrthe piston 30 is to the action of the spring and as the vecuum .lowers below the adjustment of the spring, the plunger 19 is moved to shift the valve 28 towerd its seetandthus out down the supply of liquid fuel. In this" manner the liquid fuelv may be dcnitely proportioned to the air accordingto motor requirem monts and a substantially definite mixture provided for running nonditions Whether under light load, heavy load,.slovv speed or high speed. It should also be noted that as the throttle valve is opened, theport 22, which in closed position of the throttle an air inlet, becomes an additional discharge pulled in an opposite directionoutlet for the fuel, and these fuel outlets ceptacle or receptacles, it will be evident that` running conditions of the motor produce Considerable varlutlon m the vacuum conditions andieonsequently were the auxiliary receptacle to be always subject'to the saure degreeV of suction, there would be times when the suction Would be insuioient to draw a.11ew

supply of liquid .fuel from the low level source and at other times the suction mightreadily bev sufllcient to cause {Flooding-or overflowing of the auxiliary receptacle. To overcome disadvantages of this character, I have here provided a means for autoinatirally producing substantially a constant. vacuum iLi the auxiliary receptacle or receptacles and in this instance have utilized, as one way ot iueomplishing; the end, the throttle valve or its adjuncts to give the desired. results. 'lhus the rrooi'cd stem ot the throttle valve .forms a coiiuiuiniealion be tween the port ot the auxiliary receptacle and the port of the eliani el to the motor intake, and this comunuiieation, in one position of tho throttle, gives a miniinum degree of suction, and in another position of the throttle, a ii'iaxiniuni degree of suction, so that when the suction is low, that is, within an ounce 'iii' so oi atii'iospheric pressure, the opening to the auxiliary receptacle will be at iiiixiii'iuni, while u'lien the suction is high,

' the opening is correspondingly reduc-ed to vwithout sacrificing any a minimum.

It will .now Ybeapparent that I have devised a noi-'el and useful construction which embodies tlie features of advantage enumerated as desirable in the statei'nent of the invention and the above description and while I have in ihe, present instance shown and described thev preferred embodiment thereofA which has been found in practice to give satisfactory and reliable results, it is to be understood thatthe saine is susceptible of modieation in various particulars without departing from the spirit or scope of the invention read in theilight of the foregoing specilieation und th'e following claims and of its advantages.

lVhi-it I claim is; 1, In a carburetor, a casinglorining a main fuel reservoir, a earbureting chamber' andA an auxiliary receptacle for liquid fuel,

said receptacle having eomn'iunication with a low level liquid fuel supply, a'eonduit forming a compiunii'tation between said'ieceptacle and the `motor intakeemanually opthe size ot said convacuuni in said receptacle and means to in,- termittently admit air from said main fuel `eservoir to said receptacle to break said .vacuum and replenish said fuel resevoir.

2..,111 a carburetor, a casing forn'iling a mainifuel reservoir, a earbureting chamber and a plurality of auxiliary receptacles for liquid fuel, said receptacles eachhaving coininunication with a low level liquid fuel sup.l ply, means to automatically. replenish the -ceptaclesl main fuel reservoir and an auxiliary tacle tacles t'or n'iaintaining a substantially c0n' stant vacuum in one or the other of said re- 3. In a carburetor, acasing formin al main fuel reservoir, a carbureting chanaer and a )luiality of auxiliary receptacles for liquidtuel, said receptacles each having coinyinunieatiou with a loiv level liquid fue] supply, means to autoinatically replenish the fuel reservoir from one or the other ot said ieeei'itacles, a ronduit forming a eoiinnon means oi'- communication between said recep? tacles and the motor intake and .manually operable means to vary the opening of said conduit, whereby the vacuuin in one or the other o't said receptacles remains suhstam tially constant irrespective ot' pressure conditions in the motor intake during the opera-A tion ot' the inotor.

4. In a carbureter, a easing formino a main fuel reservoir, a earhuieting chamer and a plurality ot auxiliary receptacles for liquid fuel, said receptacles each llavingir coni inunie'ation with a low level liquid fuel'supply, means to automatically Vreplenish the fuel reservoir from one or the other of said receptacles, a conduit `forming a coininiinication between said receptacles and the ino' tor intake` a throttle valve and means under the control of Isaid throttle valve to vary the opening 0f said conduit accordingr to requirements. i

In a carburetor, a casing forming a supply receptacle, said receptacle having an air vent sealed and unsealed by the liquid fuel in saidy main reservoir, a throttle valve and means controlled by Said throttle for creating and regulating4 vacuum in said recepf). .In'a carburetor, a casing forniing a main fuel reservoir and an auxiliary supply receptacle eoniiected to a niain loiv level liquid fuel source and provided with an air vent sealed and unsealed by the liquid fuel in said main reservoir,means forming a constant coini'uunication between said receptacle and the motor intake, a throttle valve andV ineans for varying the size of said communication in acrori'lance with the positionof said throttle valve.

In testimony whereof, Signed my naine.

ALFRED WEILAND.

I have hereunto 

